Anti-sway arrangement for cargo on a load carrier

ABSTRACT

Method and apparatus for providing and anti-sway arrangement for stabilizing a bicycle supported upon a cradle borne upon an elongate arm of a vehicular mountable load carrier. The arrangement includes a cradle borne upon an elongate arm of a vehicular mountable load carrier. The elongate arm is insert-received in a through-hole located in the cradle and the cradle is configured to abuttingly receive a portion of a bicycle frame thereupon. An anti-sway device is included that has a substantially Y-shape with two upper arms straddling the cradle, and the two upper arms are joined together at a lower common leg thereof. Each of the two upper arms have an arm engaging portion having a releasable clasp that is operator transitionable between a clasping configuration in which the anti-sway device is secured to the elongate arm and an open configuration in which the device is installable upon and removable away from the arm in a direction transverse to a longitudinal axis of the elongate arm and whereby the anti-sway device accommodates installation onto, and removal off of, the elongate arm of the load carrier without disengagement of the cradle from the elongate arm.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application claims the benefit of U.S. ProvisionalApplication No. 60/522,730 filed 1 Nov. 2004. Said application isexpressly incorporated herein by reference in its entirety.

FIELD OF THE INVENTION

The present invention relates generally to carriers mountable tovehicles for transporting sports equipment. More particularly, itrelates to stabilization or anti-sway devices utilized in conjunctionwith arm-born cradles on such carriers that prevent undesired movementof the cargo during transport.

BACKGROUND OF THE INVENTION

Many types of sports equipment are useable only under certain conditionsand/or in specific locales. Examples of such sports equipment includesurfboards that are ridden at beaches and snow skis that are normallyused at ski resorts. The beach and ski areas are often remotely locatedfrom the homes of those who use them, Therefore, the need fortransporting sports equipment upon vehicles to these locations has longbeen recognized.

In the instance of bicycling, a rider will often desire to ride his orher bicycle in different areas without having to ride the bicycle tothose areas. To facilitate the transportation of one or more bicycles,bicycle carriers mountable to passenger vehicles have been developed. Apopular category of carriers are those that are mountable to the rearend of a vehicle, however, it should be appreciated that most basiccarrier designs can be adapted to be mounted at other locations upon avehicle as long as the location is convenient for loading the bicyclesonto the carriers and neither the bicycles nor the carrierinconveniences the driver or obstructs visibility.

A sports equipment carrier may not always be utilized on the samecarrying vehicle or for carrying the same pieces of sports equipmentsuch as bicycles. In fact, body configurations vary widely amongdifferent passenger vehicles, as do bicycle size and configuration. Ifthe configuration of the carrier were fixed, the utilization of such acarrier would be significantly restricted.

Another aspect of such load carriers often suffering from deficientdesign is the cradle upon which the bicycles rest, and by which thebicycles are secured to the carrier. Typically, these cradles provide animportant buffer between the carrier and the bicycle, as well as a meansfor securement. Different configurations for such cradles often includea securing band or strap that wraps around the supported bicycle framemember.

In a load carrier arrangement typified by that illustrated in FIG. 1,there are load bearing cradles positioned on the arms utilizing athrough-hole provided therein; such cradles normally being more or lessconstructed out of at least semi-hard plastic or resin. At the time ofmanufacture of such cradles, the through-hole is provided with aninterior diameter that is less than the expected exterior diameter ofthe carrying arm. Therefore, a tight fit will be established between thecombination of the two pieces (cradle and arm), and in this way thecradle is located at an effectively fixed position on the arm duringboth periods of use and nonuse. Still further, the fit is sufficientlytight so that when a bicycle is placed on the cradle, the combinedassemblage (bicycle on the cradle) is prevented from moving with respectto the arm during normal operating maneuvers of the carrying vehicle.

In contrast, an operator typically also wants to be able to move thecradle on the arm so that it can be variably positioned thereupon. Thisgives rise to two competing goals; one which desires to fix the cradleon the arm and another to enable user induced, relative movement of thecradle for permitting the establishment of different carrying positionsof the cradle on the arm.

Because of the cradle's typical construction from predominantly hardplastic, a problem arises and is rooted in the well appreciated (bythose persons skilled in the technicalities of material science)phenomenon of cold-flow “creep” or “compressive set”. The practicaleffect resulting from cold-flow creep in the present instance is thatthe “stretched” configuration of the cradle is eventually assumed by thebase causing there to no longer be a tight fit between the cradle andarm. The detriment to the user is that the cradle now has either littleor no resistance to movement on the arm, which translates into aninability to hold-fast an article positioned in the cradle relative tothe balance of the incorporating carrier. These detrimental effects caninclude accentuated swinging or translational movement of the carriedarticles which can scratch the transporting vehicle, or worse, if notprevented by an interference component such as an end cap, the cradle,including whatever it is carrying (bicycle) may slide free of the armand be lost from the vehicle.

At least one solution which has been employed and which is notsusceptible to creep is the utilization of a screw or similar devicethat causes an interference connection between a cradle and arm. This,however, is an inadequate solution in that it not only fixeslongitudinal movement of the cradle along the length of the arm (butwhich is sometimes desired), but rotational movement of the cradle onthe arm is also prevented, and which is often similarly desired by theuser. Essentially preventing these two adjustment aspects substantiallycompromises the utility of such carriers to consumers.

As may be appreciated from the discussion hereinabove, once a cradle isinstalled upon the arm of a load carrier, it may very likely bedesirable that the cradle not have to be removed from the arm in orderto reconfigure the carrier, or accessorize the cradle arrangement. Oneparticular instance is the incorporation of anti-sway devices with suchcradle arrangements that are used to stabilized carried cargo duringtransport. Known devices for these purposes typically require that thecradle be removed from the arm, and the anti-sway device and cradle bereinstalled together in their combination by sliding the anti-swaydevice and cradle back onto the arm in a direction that is substantiallyparallel to the longitudinal axis of the arm. This drawback is one whichthe presently disclosed anti-sway invention remedies.

In view of these observations, a need obviously exists for improveddesigns of anti-sway devices that can be installed in conjunction with abicycle cradle without requiring that that cradle be removed from thearm in the process. A similar need is associated with removal suchanti-sway devices.

SUMMARY OF THE INVENTION

In an effort to alleviate the detrimental and deficient effectsdescribed above, several inventions, or at least aspects thereof, areherein disclosed and which incorporate a plurality of beneficial andadvantageous aspects for a load carrier arrangement.

In at least one embodiment, the invention takes the form of a loadcarrier arrangement for transporting a bicycle when secured thereupon.The load carrier arrangement comprises (includes, but is not necessarilylimited to) a frame assembly adapted to be mounted to the carryingvehicle. The frame assembly has at least one elongate arm configured toreceive a bicycle cradle thereupon. The bicycle cradle (anchor means) ismounted upon the arm and is operator configurable between a bicycletransporting configuration (either actually laden with an article, orreadied for loading thereof) and a non-transporting configuration. Thecradle has a through-passage within which the elongate arm is receivedand the cradle is operator reciprocal (moveable back and forth) on theelongate arm in the non-transporting configuration thereby facilitatingvariable longitudinal (along the length of) positioning of the cradle bythe operator upon the arm. The cradle has an increased resistance tolongitudinal reciprocation on the elongate arm in the bicycletransporting configuration in comparison to the non-transportingconfiguration. In this manner, the cradle is effectively (notabsolutely, but under normal circumstances bearing loads for which thecarrier has been designed) longitudinally fixed on the elongate arm inthe bicycle transporting configuration to an extent that a securedportion of a carried bicycle (for example, a portion, C, of thebicycle's, B, frame, F) in the cradle is longitudinally fixed relativeto the elongate arm during transport on the load carrier arrangement.

In an alternative configuration, the invention takes the form of amethod for providing a load carrier arrangement for transporting abicycle when secured thereupon. The method comprises utilizing a loadcarrier arrangement having a frame assembly mounted to a carryingvehicle and that includes an elongate arm configured to receive abicycle cradle thereupon to transport a bicycle. The bicycle cradle isoperator configurable (can be changed from one to the other) between abicycle transporting configuration in which the cradle is tight-fittingupon the arm and a non-transporting configuration in which the cradle iscomparably loose-fitting upon the arm. At least one step contemplatedwith regard to this embodiment of the invention includes reconfiguringthe bicycle cradle to the non-transporting configuration aftertransporting use (carrying a bicycle on the carrier) and therebylimiting strain induced, cold-flow creep in the bicycle cradle thatresults in a reduction of tightness of fit of the cradle upon the arm toperiods when the bicycle transporting configuration is assumed.

In a related aspect, the invention is characterized by preserving adesigned tightness-of-fit of the cradle upon the arm during bicycletransporting configuration by the limitation of strain induced,cold-flow creep in the bicycle cradle.

In at least one embodiment, the cradle is made up of a plurality ofcradle pieces.

In another aspect, the through-passage is constituted by a series ofapertures, one each located in a plurality of the cradle pieces.

In a related aspect, the series of apertures constituting thethrough-passage are sufficiently aligned (not necessarily absolutelyaligned, or even of the same sizes) in the non-transportingconfiguration to achieve the facilitation of variable longitudinalpositioning of the cradle by the operator upon the arm.

In another related aspect, at least one of the series of aperturesconstituting the through-passage is sufficiently misaligned in thetransporting configuration to establish a binding effect between thecradle and the elongate arm and thereby effects the longitudinalfixation of the cradle on the elongate arm in the bicycle transportingconfiguration.

In a further related aspect, transition of the cradle from thenon-transporting configuration to the bicycle transporting configurationestablishes a binding effect between the cradle and the elongate armsufficient to establish an anchor for a secured portion, C, of a carriedbicycle, B, in the cradle during transport.

In another aspect, the cradle comprises a plurality of variablyconfigurable cradle portions (each being either one piece or multiplepiece), at least one of which constitutes a binding assembly that moreforcefully abuts the elongate arm in the bicycle transportingconfiguration than in the non-transporting configuration.

In a related aspect, the binding assembly comprises a binding portioncoupled to a lever portion through which a binding force is communicatedthat fixes the cradle to the elongate arm in the bicycle transportingconfiguration.

In an alternative aspect, the binding assembly comprises a lever throughwhich a binding force is communicated that fixes the cradle to theelongate arm in the bicycle transporting configuration.

In another aspect, the through-passage comprises a series of apertures,at least one of which is configured in the non-transportingconfiguration to accommodate reciprocation of the elongate arm thereinand is reoriented in the bicycle transporting configuration to bind onthe elongate arm and resist reciprocation of the elongate arm therein.

In yet another aspect, different portions of the cradle are constructedfrom different durometer materials.

In a related aspect, at least one portion of the cradle is constructedfrom a plastic susceptible to cold-flow creep.

In yet another aspect, portions of the cradle establishing a tightenablefit to the arm are constructed from a material susceptible to cold-flowcreep, the portions experiencing creep effects when tightened upon thearm in the bicycle transporting configuration and the portionsexperiencing reduced creep effects when loosened upon the arm in thenon-transporting configuration in comparison to when in the bicycletransporting configuration.

In a related aspect, the material of construction is plastic.

In yet another aspect, the cradle further comprises a base for receivinga bicycle frame tube and a variably adjustable, flexible retaining strapfor anchoring the bicycle frame tube in the base.

In a related aspect, the base further comprises a ribbedbicycle-engaging surface for resisting twisting action of the bicycleframe tube in the base.

In an alternative aspect, the base further comprises a fastening tab andthe retaining strap comprises fastening holes that cooperativelyconstitute a custom-fit securement mechanism for anchoring a bicycle inthe cradle.

In another aspect, the cradle comprises a plurality of variablyconfigurable cradle portions, at least one of the cradle portions beinga binding assembly that more forcefully abuts the elongate arm in thebicycle transporting configuration than in the non-transportingconfiguration, the binding assembly being actuated by a flexibleretaining strap configured to releasably anchor a bicycle frame tube inthe base.

In another aspect, the through-passage is variably constricting upon thearm between the bicycle transporting configuration and thenon-transporting configuration.

In a related aspect, the variable constriction of the through-passageupon the arm is actuated by a flexible retaining strap configured toreleasably anchor a bicycle frame tube in the base.

In a further related aspect, the flexible retaining strap acts on abinding portion of the cradle via a lever portion through which abinding force is communicated and that fixes the cradle to the elongatearm in the bicycle transporting configuration.

In yet another aspect, several unique cradle arrangements have beendisclosed. Among other features, one design is described in which themore dislocation-tending force that is exerted upon the cradle, thegreater the anchoring power of the cradle to the carrier.

Another feature that is disclosed herein is the unique design forassociating a load carrying member, such as a bicycle support arm, withthe hub upon which it operates. According to one aspect of the disclosedinventions, a socket is provided in the hub that is designed toinsertably receive an insert portion of a load carrying member such as abicycle support arm. The carrying member is arranged to rotate or twistwithin the socket. In this way a unique and elegant solution is providedfor transitioning such an arm between an extended load carrying ortransporting orientation and a compacted storable orientation. It alsoprovides a simple method for making adjustments to the relativeorientation of the arm with respect to the balance of the carrier. Forinstance, if the arm needs to be lowered slightly to be placed in ahorizontal orientation when mounted upon a particular vehicle, merelyperforming a twist of one or both of the arms can provide a quicksolution. Similarly, the arms of a pair on a carrier can be leveled;this is enabled by the fact that the arms can be independently adjustedwithout any changes at the hubs other than permitting rotation of theinserted portion of the arm being manipulated in its socket in the hub.

Because a simple locking arrangement is employed, namely the disclosedspring-biased pin-in-aperture configuration, both the extended andretracted configurations of the carrying members or arms are easilylocked and unlocked by an operator. Still further, because of thissimple arm-in-socket and biased insert pin arrangement, the carryingmember or arm is easily removed from the hub simply by disengaging thelocking pin by pulling it against its biasing spring from matingengagement with the receiving apertures on the arm, and then pulling thearm out of the socket. This greatly facilitates shipping where compactpacking is of paramount importance.

The construction of the hub arrangement of the exemplary embodiment ofFIG. 13 in which essentially two halves are simply joined together savesmanufacturing costs and reduces the number of parts required toestablish a working hub assembly.

In another aspect, another simple pin-in-aperture configuration isutilized for establishing proper fit of certain frame componentsrelative to the hub of the carrier.

Still further, a scheme for providing a universal fit guide which can beutilized by a number of carriers is disclosed. By using like indicatorson differently configured carrier orientation-fixing arrangements, suchas the at least two different and alternative hub configurations thatare described herein, a single universal fit guide can be produced whichspecifies one correlator or indicia for a particular fit, which willnormally correspond to a particular vehicle, or group of vehicles, andwhich appears on the several different carriers. Arrangement of any ofthe properly marked carriers according to the single specified indiciafor a particular fit, such as to a particular vehicle, will result. Inthis way, substantial economies can be realized through the uniformityfostered across different products when a single fit guide can be usedfor all.

In another aspect, the securing strap is configured with respect to thebase of the cradle so that the strap extends substantially upward andaway from the base, and is maintained in that orientation untilpurposefully bent over for securing a bicycle frame to the cradle. Inthis way, the strap is continuously readied for securement, but out ofthe way from and clear of the exposed surface of the base upon which auser must install a bicycle to be transported thereupon. To achieve thisperformance, the material of construction for the strap is selected sothat it is sufficiently rigid to support its own weight in asubstantially upright orientation when substantially unaffected byexternal forces, while at the same time being sufficiently flexible tobe bent over the bicycle frame member that is to be secured upon thecradle after proper positioning of the bicycle thereupon.

In the embodiments of the several inventions that are disclosed hereinand their various combinations, it is contemplated that the carrier maybe associated with a transporting vehicle in a number of ways. Thecarrier may be directly connected to the rear of the vehicle.Alternatively, the carrier may be coupled to the vehicle with one ormore components interposed therebetween. As an example, the carrier maybe secured to a hitch assembly that is in turn connected to the vehicle.In any event, when aspects of the inventions are described herein asbeing mounted to, secured to, or otherwise associated with a vehicle, itis to be understood that the association may be direct or indirect withintermediate components therebetween.

In summary, inclusion of one or more of the above described features ina sports equipment carrier enhances the carrier's usefulness, itscompatibility with variably configured carrying vehicles, and its easeof manufacture, installation and use.

BRIEF DESCRIPTION OF THE DRAWINGS

Certain embodiments of the disclosed inventions will now be described ingreater detail and exemplarily shown in the associated drawings in whichlike and correlating reference numerals have been used to indicate likeand similar components, arrangements of components, and functionalfeatures of the same. The illustrative drawings disclose exemplary, andin some case alternative embodiments of the inventions, and in whichregard:

FIG. 1 is a perspective view of a bicycle carrier designed to be mountedon the rear end of a vehicle;

FIG. 2 is a perspective view of that bicycle carrier, with securingstraps thereof being deleted for clarity, and with a anti-sway bar shownin phantom lines in a carrier-storing position;

FIG. 3 is a perspective view of a hub portion of that carrier, and afragment of a leg of a mounting member which is to be inserted into asocket of the hub;

FIG. 4 is a fragmentary perspective view of a cradle of that carrier,the cradle being in a bicycle frame-retaining condition;

FIG. 5 is a cross-sectional view taken through the hub along the line5-5 in FIG. 6;

FIG. 6 is a side elevational view of the hub depicted in FIG. 3;

FIG. 7 is a side elevational view of a portion of that carrier whichforms a pivot connection between two mounting members of the carrier;

FIG. 8 is a sectional view taken along the line 8-8 in FIG. 7 after aleg of an upper mounting member has been inserted into a hub of thepivot-forming mechanism;

FIG. 9 is a side elevational view of the carrier, depicting variouspositions of adjustment of that carrier in broken lines;

FIG. 10 is an exploded perspective view of the bicycle carrier depictedin FIG. 2 with the cradles disposed in an unaffected, bicycle-receivingconfiguration;

FIG. 11 is a side elevational view of a previously known design in whichan elastic cord is utilized in an effort to retain bicycles on acarrier;

FIG. 12 is a perspective view of a previously known design for anequipment support utilizing flexible belting in conjunction therewith;

FIG. 13 is a perspective view of an alternative embodiment of a carrierillustrating alternative and/or additional inventions to that embodimentdepicted in FIG. 1;

FIG. 14 is a perspective view of that carrier of FIG. 13 shown in acollapsed, ready to be stored or transported orientation;

FIG. 15 is a detailed perspective view of the hub of that carrier ofFIG. 13 showing certain internal features in broken lines;

FIG. 16 is an exploded perspective view of the hub depicted in FIG. 15,with additional internal features of the hub, as well as componentsconnectable thereto, shown in broken lines;

FIG. 17 is an elevational, perspective view of an exemplary embodimentof the cradle employed in the exemplary carrier of FIG. 13;

FIG. 18 is an elevational, perspective view of the cradle of FIG. 17illustrating that cradle's two-piece construction;

FIG. 19 is a perspective view of a top portion of a carrier hubsubstantially similar to that shown in FIG. 13 illustrating an anchoringstrap secured within the body of the hub by a loop formed in the end ofthe strap and which is secured by a rivet used in the hub's assembly;

FIG. 20 is a perspective view of a load carrier arrangementdemonstrating several cradles configured according to one embodiment ofthe present invention(s);

FIG. 21 is a perspective view of a retaining strap being installed in anactuable portion of a base of one embodiment on an exemplary bicyclecradle;

FIG. 22 is an exploded perspective view of the bicycle cradle readiedfor installation on a supporting elongate arm;

FIG. 23 is an assembled perspective view of the cradle of FIG. 22 in anon-transporting configuration;

FIG. 24 is an assembled perspective view of the cradle of FIG. 22 in abicycle transporting configuration;

FIG. 25 is a cross-sectional view of a cradle of the type shown in FIG.22 in a non-transporting configuration;

FIG. 26 is a cross-sectional view of a similar cradle to that of FIG. 22in a bicycle transporting configuration;

FIG. 27 is an exploded perspective view of an alternative embodiment ofa bicycle cradle readied for installation on a supporting elongate arm;

FIG. 28 is an assembled perspective view of the cradle of FIG. 27 in anon-transporting configuration;

FIG. 29 is an assembled perspective view of the cradle of FIG. 27 in abicycle transporting configuration;

FIG. 30 is an assembled perspective view of still a further alternativeembodiment of a cradle in a non-transporting configuration;

FIG. 31 is an assembled perspective view of the cradle of FIG. 30 in abicycle transporting configuration illustrating the reception area inthe actuable base portion of the cradle for a cord-shaped retainingstrap;

FIG. 32 is an assembled perspective view of the cradle of FIG. 30 in abicycle transporting configuration illustrating a securement arrangementfor a drawn-tight, cord-shaped retaining strap;

FIG. 33 is a text book-style illustration of cold-flow creepcharacteristics of plastics; and

FIGS. 34-41 variously depict anti-sway devices that are utilizable inconjunction with a bicycle cradle for stabilizing a cargo load on a loadcarrier.

MODE(S) FOR CARRYING OUT THE INVENTION

As required, detailed embodiments of the presently disclosed inventionsare described herein; however, it is to be understood that the disclosedembodiments are merely exemplary of the inventions that may be embodiedin various and alternative forms. The figures are not necessarily toscale, some features may be exaggerated or minimized to show details ofparticular components. Therefore, specific structural and functionaldetails disclosed herein are not to be interpreted as limiting, butmerely as a basis for the claims and as a representative basis forteaching one skilled in the art to variously employ the inventions.

Referring to the Figures, one exemplary embodiment of a bicycle carrier10 is shown in FIG. 1 as being mounted on the rear of a vehicle 12. Thevehicle 12 includes a trunk lid 14 and a bumper 16.

The carrier 10 comprises a frame formed by a pair of mounting members18, 20, and a pair of bicycle supporting arms 21, 21′ project rearwardlyfrom the frame. An upper one of the mounting members 18 is U-shaped andcomprises a pair of leg portions 22 interconnected by a bight portion24. Likewise, a lower one of the mounting members 20 is U-shaped andincludes a pair of leg portions 26 interconnected by a bight portion 28.

The mounting members are interconnected by two pivot-forming structures30, each of which includes first and second brackets 32, 34. The firstbracket 32 is affixed to the upper mounting member 18, and the secondbracket 34 is affixed to the lower mounting member 20.

The second bracket 34 is U-shaped and includes a pair of leg portions 36(see FIGS. 8 and 10) interconnected by a bight portion 38. The bightportions 38 forms a socket which receives the upper end of a leg portion26 of the lower mounting member 20 and retains the leg portion by meansof pins in the form of rivets 40 which pass through aligned holes in theleg 26 and leg portion 36.

Each of the first brackets 32 comprises a generally cylindrical hub 33having a radially extending socket portion 42 for receiving a legportion 22 of the upper mounting member 18 (see FIG. 3). A pin in theform of a bolt 44 extends through aligned openings 46, 48, 50, 52 formedin the hub 33, the bracket 34, the leg 22, and the supporting arm 21 (or21′), respectively, as shown in FIG. 8. The pin forms a pivot axis Aabout which the hub 33 can rotate relative to the bracket 34.

An internal wall of the socket 42 could include a projection (not shown)sized to enter a groove formed in an outer wall of the leg to aid inproperly aligning the leg within the socket. The hub 33 includes aplurality of through-holes 60 (see FIG. 6) arranged in a circular pathconcentrically about the pivot axis A. The legs 36 of the bracket 34include two aligned holes 62 (see FIGS. 7 and 8) spaced from the axis Aby the same distance as the holes 60. Hence, by rotating the hub 33about the axis A, the holes 60 can be brought sequentially intoalignment with the aligned holes 62. By inserting a threaded bolt 66through the aligned holes 62, 60 and into a threaded hole 68 disposedwithin the supporting arm 21 (or 21′), the mounting members 18, 20 willbe locked in a particular adjusted position. This enables a number ofpossible positions. The threaded hole 68 can be provided in thesupporting arm 21 (or 21′) in any convenient fashion, such as by meansof a polypropylene plug 70 affixed within the supporting arm 21. Theplug 70 includes holes through which the rivet 44 and bolt 66 extend,and carries a threaded nut 71 which receives the bolt 66.

The hole 62 of the bracket 34 and the hole 68 of the supporting arm 21are located such that when the supporting arms 21, 21′ are in their useposition, they are oriented substantially perpendicular to the upperportions of the legs 26 of the mounting member 20 as the carrier isviewed from the side in a direction parallel to the axis A (see FIG. 9).

Rotational support for the hub 33 within the bracket 34 is enhanced bythe engagement between a circular projection 72 formed on each of theouter surfaces of the hub, and a circular recess 74 formed in each ofthe inner surfaces of the bracket legs 36 (see FIG. 8). The engagementbetween those projections and recesses 72, 74 forms a rotary supportbetween the hub 33 and bracket 34.

In order to enable alignment between the holes 60 of the hub 33 and theholes 62 of the bracket to be more easily attained, each of the insidesurfaces of the bracket 34 is provided with a projection 76 which isspaced from the axis A by the same distance as the holes 60 of the hubare spaced from that axis. In FIG. 7 a part of one of the legs 36 isbroken away to show the projection 76 located on the opposite leg 36.Thus, as the hub 32 rotates, the holes 60 will sequentially becomealigned with, and receive, the projections 76. The projections do notlock the hub in its various positions of adjustment, but merely offer ayieldable resistance against further hub rotation. The projections 76are located such that when they are nested within one of the holes 60,another of the holes 60 will be aligned with the holes 62 of thebracket, as depicted in FIG. 8, thus facilitating insertion of the bolt66 to lock the carrier in that particular adjusted position.

It will be appreciated that when relative rotation about axis A occursbetween the upper and lower mounting members 18, 20, such as whenchanging from one adjustment position to another, the angle formedbetween those mounting members changes, as is evident from FIG. 9 whichdepicts various adjusted positions of the carrier in broken lines. In sodoing, the carrier 10 is capable of being mounted on the rears ofvehicles of different configurations. Thus, each position of adjustmentis suited to one or more particular vehicle model. When a user attemptsto re-attach the carrier to a vehicle, or transfer the carrier from onevehicle to another, it would be highly inconvenient to have to repeatthe time-consuming procedure of experimenting with different adjustmentpositions of the carrier.

In order to avoid that inconvenience, an aspect of the inventionprovides means for identifying the various adjustment positions. Asdepicted in FIG. 6, indicia in the form of a series of numbers, i.e.,numbers 1 through 12, is disposed on one of the sides of the hub 33.Those numbers are arranged in a circular path which is concentric withthe axis A. One of the legs 36 of the bracket 34 includes an opening 80(see FIG. 7) which is spaced the same distance from the axis A as arethe numbers formed on the hub. The opening is situated so that wheneverthe mounting members have been indexed to any one of their adjusted useposition (excluding a storage position), a number is visible through theopening 80. For example, the number “6” is visible in FIG. 7.

The numbers can be provided in any suitable manner, such as by beingintegrally molded with the hub and then colored in an appropriate mannerso as to be clearly distinguishable.

Hence, once a user has adjusted the carrier to suit a particularvehicle, the user need only record the particular position number whichis disposed in the opening 80 in order to be able in the future toquickly return the carrier to the position suited to that vehicle. Ifthe user owns a number of vehicles, then he will record the positionnumbers pertinent to each vehicle.

Furthermore, it is possible for the manufacturer of the carrier toprovide the user with a listing which correlates various vehicle modelsto the position numbers. Hence, upon purchasing the carrier, the usercan immediately index the carrier to its proper position without theneed to experiment with different positions.

In order to support a bicycle B without scratching the frame,bicycle-receiving cradles 90 formed of an elastically flexible material,such as rubber or soft plastic, are provided to receive and cradle a baror portion C of the bicycle frame F. Each cradle 90 includes a base 92and a strap 94 which are of integral, one-piece construction. The strap94 normally extends substantially upwardly from the base 92 as shown inFIGS. 1, 2, 9 and 10, but can be flexed to extend across a bicyclereceiving surface 102 of the cradle 90 to retain a bicycle frame, asshown in FIG. 4. The base 92 includes a through-hole 96 which is adaptedto receive a supporting arm 21 (or 21′). The supporting arm makes a snugfrictional fit with the hole 96, so the cradle 90 can be slid along thesupporting arm and then be held in position by friction.

A wall of the through-hole 96 includes a projection 98 which is receivedin a longitudinal channel 100 formed in an outer surface of thesupporting arm 21 (or 21′). The projection tends to retain the cradle ina prescribed circumferential position on the supporting arm, so that thebicycle-receiving surface 102 of the cradle faces upwardly.

That surface 102 is formed on the base 92 and is of curved shape togenerally conform to the curvature of the bar C of the bicycle frame.The base 90 carries a metal fastener tab 104 which is disposed on a sideof the surface 102 opposite that of the strap 94. The tab 104 can bemounted in the base in any suitable fashion.

The strap 94 includes a plurality of fastening holes 106 (see FIG. 4)which are sized to receive the tab 104. Thus, once the bar C of thebicycle frame has been placed onto the surfaces 102 of two of thecradles, the straps 94 are wrapped around the bar C and fastened to thetab 104, as depicted in FIG. 4. The bar C will be held in place withoutany metal-to-metal contact which could scratch the bar.

Two pairs of cradles 90 can be provided to enable two bicycles to besupported simultaneously on the supporting arms. During vehiclemovement, there may occur a tendency for the bicycles to swing aboutaxes defined by the bars C during movement of the vehicle. In order toprevent bicycle-to-bicycle contact during such swinging movement, thereis provided an anti-sway bar 110. The anti-sway bar 110 comprises an arm112 having a hollow sleeve 114 at its upper end. The sleeve 114 receivesa supporting arm 21 to enable the anti-sway bar 110 to be slidlongitudinally therealong. Disposed over a front face of the arm 112 isa cover 116 formed of a relatively soft material such as rubber or asoft plastic. At its lower end, the arm 112 is shaped like a hook 118.The anti-sway bar is positioned intermediate the front and rear pairs ofcradles and hangs vertically downwardly such that if the bottom of arear bicycle swings forward toward a front bicycle, the bottom of therear bicycle will strike the soft cover 116 of the anti-sway bar 110.Consequently, damage to the bicycles as the result of bicycle-to-bicyclecontact will be avoided.

The anti-sway bar 110 is longitudinally adjustable along the supportingarm 21 and the sleeve 114 is snugly engaged with the supporting arm 21.By applying sufficient force to the anti-sway bar 110 to overcome thefrictional contact with the supporting arm, the position of theanti-sway bar can be changed.

For carrier-storage purposes, the anti-sway bar 110 can be swung aboutthe axis of the supporting arm 21 until the hook 118 snaps onto theother supporting arm 21′, as depicted in phantom lines in FIG. 2. Thus,the carrier will be rendered more compact for storage purposes than ifthe anti-sway bar 110 were permitted to hang free.

While the anti-sway bar 110 limits forward swinging movement of the rearbicycle, the upper portions 130 of the legs 26 of the lower mountingmember 20 perform a similar function with respect to a front bicycle.When the carrier has been properly mounted on a vehicle, the upperportions 130 of the legs 26 will be oriented substantially vertically,and the supporting arms 21, 21′ (which have only one use position) willbe oriented substantially horizontally. Hence, the leg upper portions130 will be conveniently suited to limit the forward swinging movementof the front bicycle. Pads 131 are provided on the legs 26 to preventthe bicycle from being damaged by the leg portions 130.

If desired, the legs 26 and the anti-sway bar 110 could be provided withstraps to enable the front and rear bicycles to be attached to the legs26 and anti-sway bar, respectively, to prevent swinging of the bicycles.

The lower portions 132 of the legs 26 are inclined inwardly anddownwardly from the upper portions 130 to form obtuse anglestherebetween. Hence, the bight portion 28 of the lower mounting member20 will be properly located for engaging the rear bumper of the vehicle,as depicted in FIG. 1.

The vehicle-engaging portions of the carrier are provided with softcushions 134 to prevent the vehicle from being scratched by the carrier.

The carrier is affixed to the vehicle by means of upper and lowersecuring straps 140, 142 (see FIG. 1) which carry conventional hooks 144and adjusting buckles 146. The hooks grasp portions of the vehicle body,such as edges of the trunk lid for example, and are drawn-up tight bymeans of the buckles. By loosening the straps at the buckles, the hookscan be easily removed.

To render the carrier more compact for storage purposes, the anti-swaybar 110 is swung to its position wherein the hook 118 snaps onto thesupporting arm 21′. Then, the bolt 66 is removed to enable the mountingmembers 18, 20 and the supporting arms 21, 21′ to be swung about theaxis A so as to lie more closely together. Such a compact condition ofthe carrier can be visualized in FIG. 9 wherein the lower mountingmember could occupy the solid line position shown therein; the uppermounting member could occupy the broken line position 18A; and thesupporting arms could occupy the broken line position 21A. While themounting portions 18, 20 cannot be folded so as to lie in the sameplane, they can be folded sufficiently to cause the size of the carrierto be substantially reduced to provide for convenient storage.

Although, not essential, the bracket 34, and the hub 33 could beprovided with holes that are aligned in the storage position and whichare also aligned with the hole 68 of the supporting arms, so that thebolt 66 can be reinserted to hold the carrier in its storage position.

In operation, when a user desires to install the carrier 10, the bolt 66is removed, and the frame 18, 20 of the carrier is adjusted to aposition fitting a particular vehicle 12 by rotating the mounting member18 about axis A so that when the carrier rests against the vehicle, thesupporting arms 21, 21′ extend substantially horizontally. Then the bolt66 is reinserted, and the hooks 144 of the straps 140, 142 arepositioned to grasp convenient edges of the vehicle body in aconventional manner.

The user may now observe and record the position or index number whichappears in the opening 80 (FIG. 7), so that, in the future, the carriercan be quickly indexed to that same position. The manufacturer couldprovide a listing of vehicle models and the corresponding index numbersof the carrier, so that the user would never have to experiment withdifferent positions of the frame.

Once the carrier has been installed, one or more bicycles 83 are mountedon the cradles 90. If two bicycles are to be mounted, the cradles 90 canbe adjustably positioned along the supporting arms 21, 21′ to space thefront and rear pairs of cradles apart by a distance commensurate withthe size of the bicycles.

The cradle straps 94 are then wrapped around the bar C of the bicycleframe F (FIG. 4) to provide 360 degree securement of that bar. Due tothe soft, elastic nature of the cradle, the bicycle bar C will notcontact metal so as to become scratched.

The anti-sway bar 110 (see FIG. 2) is positioned closely adjacent therear bicycle to resist swinging of that bicycle during vehicle travel,and thereby prevent bicycle-to-bicycle contact.

When the carrier is removed from the vehicle and stored, the anti-swaybar 110 can be rotated to a convenient storage position (see brokenlines in FIG. 2) wherein the hook 118 snaps onto the other supportingarm 21′.

A second exemplary embodiment for a load carrier arrangement 210 isillustrated in FIG. 13 which exemplifies several of the same uniqueaspects as that depicted in the carrier design shown in FIG. 1, as wellas several additional inventive component designs, arrangements andutilizations. The carrier 210 includes a hub 230 that serves as thejoining component between a load carrying member 250 and first andsecond support members 270, 286. Two orientations of the carrier 210 areshown in FIG. 13; in solid lines, two load carrying members 250 areshown projecting to the right in a load carrying orientation 212. Inbroken lines, the most nearly positioned of the carrying members 250 isshown rotated, or twisted down into a storable orientation 214.

Each of the two load carrying members 250 includes an insert portion 252and a load carrying portion 254 with an angle 256 interposedtherebetween. In one embodiment, the load carrying members 250 areconstructed from cylindrical tubing, preferably of metal construction,that has been bent to establish the angle 256.

The hub 230 houses a substantially cylindrically-shaped socket 232therein. The socket 232 is configured to receive the insert portion 252of a load carrying member 250. Because relative rotation of the insertportion 252 within the socket 232 is required, both the socket 232 andinsert portion 252 are preferably cylindrical in shape. When the word“substantially” is used herein in conjunction with these two components,it is intended that departures from an exact cylindrical shape ispossible, but the capability for rotation or twist of the insert portion252 in the socket 232 must be maintained.

A primary feature of the load carrier arrangement 210 is enabled by thecooperation of the load carrying member 250 in the socket 232 of the hub230. As has been described hereinabove, in one embodiment, twistingaction of the insert portion 252 in the socket 232 transitions the loadcarrying member 250 from the load carrying orientation 212 to thestorable orientation 214. It should be appreciated that while atwist-indicating, double-headed arrow is shown at the distal end of thecarrying member 250 in FIG. 13, the twisting action actually occursabout the insert portion 252 of the carrying member 250.

In a preferred embodiment, the angle 256 measures approximatelyforty-five degrees. As a result, by twisting the insert portion 252approximately one hundred and eighty degrees, the load carrying portion254 of the member 250 is transitioned to a substantially perpendicularorientation relative to the starting position. It should be appreciatedthat more minor twist positioning of the insert portion 252 will resultin adjustments to the orientation of the carrying member 250. Therefore,the relative orientation of the load carrying portion 254 can easily beadjusted by a simple twist of the insert portion 252.

A locking arrangement is provided between the hub 230 and the carryingmember 250 through the inclusion of a locking pin 236 on the hub 230 anda first receiving aperture 258 on the insert portion 252 of the member250. When properly positioned within the socket 232 and moved to theload carrying orientation 212, the first aperture 258 is aligned withthe locking pin 236 which is then to be inserted therein under theaction of an inwardly biasing spring member. Release from this lockedconfiguration is accomplished by an operator grasping a head 237 of thelocking pin 236 and retracting the pin 236 from the aperture 258. Theoperator's grasping of the head 237 is facilitated by a recess 238 inthe surface of the hub 230 located about the head 237. In this way, thehead 237 is otherwise protected from inadvertent release because it issunk within the recess 238 below the surface level of the hub 230.

In at least one embodiment, a second aperture 260 is provided in theinsert portion 252 of the carrying member 250 at an opposed location tothe first aperture 258. This second aperture 260 corresponds to thestorable orientation 214 when aligned with the locking pin 236. Byinsertion of the locking pin 236 into the second aperture 260, a lockedstorable orientation 214 is achieved. This should be contrasted to knowndesigns in which carrying arms are permitted to pivot or drop out of thecarrying orientation, but then they are permitted to flop about withoutrestraint. The capability of the present intention to lock the loadcarrying member 250 in the storable orientation is a significantimprovement over these unrestrained designs.

A plurality of bicycle receiving cradles 290 are shown installed uponeach of the carrying members 250. In practice, one or more cradles 290may be installed on either of the load carrying members 250. As will beaddressed in greater detail hereinbelow, an alternative appearance anddesign is represented by the cradles 290 positioned on the nearestcarrying member 250 as shown in FIG. 13. It should be appreciated,however, that the earlier described embodiment for a bicycle receivingcradle 90 may be substituted therefore as is illustrated in the mostdistally positioned cradle 90 on the farther away carrying member 250 ofFIG. 13.

It should be appreciated that the retaining strap 294 portion of thecradle 290 exemplarily extends in a substantially upstanding orientationunder unaffected conditions, but may be bent over by an operator andsecured to a base 292 of the cradle 290 for establishing a bicycle framesecuring configuration of the cradle 290.

Still referring to FIG. 13, but turning to the aspect of the supportmembers 270,286, it should be appreciated that a pair of first supportmembers 287 are joined together by a bight portion 288 which in theaggregate form a substantially U-shaped frame member. As shown, each ofthe support members 287 cooperates with a hub 230. Padding cushions 334are positioned upon the bight portion 288 for buffering engagement withthe transporting vehicle. As illustrated, a pair of second supportmembers 286 are similarly configured, but differ in their connection tothe respective hubs 230 as will be described in greater detail.

Each first support member 270 defines an interior space 271 and ispivotally connected to a hub 230 at a pivotation point 272 by a rivet orsimilar axle-establishing component. A plurality of apertures 234 areprovided in the hub 230 that extend outward from a recess into which thefirst support member 270 extends into an interior region of the hub 230and through a wall of the hub 230 to an exterior surface of the hub 230.The apertures are arranged in a series about the pivotation point 272 ona rounded arc.

An insert pin 274 is located on the first support member 270. The insertpin 274 has a projecting portion 275 and a root end 276 that is anchoredon a biasing member 278. The biasing member 278 preferably takes theform of a leaf-type spring which is located in the interior space 271 ofthe support member 270. A through-hole is provided across the wall ofthe support member 270 that permits the projecting portion 275 of theinsert pin 274 to extend outside the member 270. The location of the pin274 on the member 270 is such that it is aligned with the series ofapertures 234 in the hub 230. Because of the spring 278, the insert pin274 will become engaged into any one of the apertures of the series 234when ever brought into registration therewith.

In order to facilitate disengagement of the insert pin 274 out of anaperture 234, a push pin 280 similarly configured to the insert pin 274is depressed by the operator. The push pin 280 is located on the supportmember 270 at a distance sufficiently far from the pivotation point 272that the pin 280 is positioned outside the hub 230. The push pin 280includes a projecting portion 282 and a root end 284 configured withrelationship to the spring 278 substantially like to the insert pin 274.Because the push pin 280 is positioned upon the spring 278 substantiallyadjacent to the insert pin 274, and the effective length of the push pin280 is greater than the insert pin 274, depression of the push pin 280causes retraction of the insert pin 274 back into the interior space ofthe first support member 270 and out of engagement with any aperture 234with which mating engagement had been previously achieved.

Each of the apertures 234 may be marked to serve as indicia ofparticular configurations such as fits to certain vehicles. As describedhereinabove with respect to the arrangement for providing similarindicia in the alternative embodiment of FIG. 6, fit guides may begenerated which show which marked aperture 234 or 60 should be engagedfor proper fit to a certain vehicle. This illustrates another inventiveaspect disclosed herein; that is, the enablement of a single fit guidebeing maintained, but which is made universal to a plurality ofdifferent carriers because of like indicia marking schemes. That is,like markings are coordinated across several different carriers so whenany one of the carriers are set to an indicated marking from the fitguide, the carrier will be set to a configuration appropriate for thelooked-up reference, such as the type of vehicle the user desires tomount the carrier upon.

Referring again to FIG. 13, but now turning to the second support member286, it should be appreciated that a similar configuration is utilizedfor the second support member 286 as the first support member 270, butthe second support member 286 is fixedly anchored in the hub 230utilizing in the illustrated embodiment, two rivets 240 that also serveto secure two halves of the hub 230 together.

Referring to FIG. 14, the load carrier arrangement 210 may beappreciated as being arranged into the storable orientation 214. Anotheraspect is depicted in FIG. 14, as well as FIG. 19 regarding a securementarrangement for upper 340 and lower 342 securing straps to the hub 230.From these two figures, a recess into the interior space of the hub 230at a rivet 240 may be appreciated. The securing straps 340,342 are ofconventional design, but with a loop provided at the end connected tothe hub 230. The loop is anchored by the rivet 240 which serves as anaxle about which the looped-strap is able to twist or rotate. The strapmay be looped around the rivet 240, or the rivet 240 may be insertedthrough the loop during the hub's 230 assembly. In either event, thisarrangement for securing an anchoring strap to the hub 230 provides asubstantial benefit in that it avoids twisting action traditionallyimposed upon the load carrier arrangement 210 when clipped attachment tothe vehicle was necessarily attached with inboard or outboard of the hubassemblies. This improved effect is facilitated because the straps arenow enabled to extend substantially parallel to a long axis of the hub230, which is substantially parallel with the long axis of the carryingvehicle, when conventionally designed hooks 344 are secured thereto. Asin other conventionally designed cinchable strap arrangements, adjustingbuckles 346 are also incorporated for accommodating proper fit todifferent vehicles.

FIG. 15 is provided to illustrate the details of the unique arrangementof the hub 230. It should be appreciated that two such hubs 230 areincluded in the load carrier arrangement 210. The uniqueness of theindividual hub arrangement 230 is, however, considered to be aninventive design in and of itself.

FIG. 16, which is an exploded view of this unique hub 230 clearlydemonstrates the interaction between the several components that arejoined together by the hub 230. For instance, an exemplary design of aleaf spring 278 is shown positioned in the interior space 271 of thefirst support member 270. Similarly, both the insert pin 274 and thepushpin 280, together with their respective projecting portions and rootends, are shown cooperate together during operation for fixing relativeorientations of the carrier 210 through cooperation with the pluralityof apertures 234. Still further, an exemplary location and orientationof the substantially cylindrically-shaped socket 232 is shown with theassociated locking pin 236 with its graspable head 237 located in thesurrounding recess 238. The first 258 and second 260 apertures which arelocated on opposite sides of the insert portion 252 of the carryingmember 250 are also shown as they are provided for co-operation with thelocking pin 236. A double-headed arrow is provided indicating thetwisting or rotating action of the load carrying member 250 in itsreceiving socket 232.

A number of alternative embodiments of the cradle are illustrated in theFigures. A unique unibody design of one-piece construction is shown inFIG. 17, while a two-piece construction is shown in FIG. 18. In commonbetween several of the designs is a through-hole 296, 470 a ribbedbicycle-receiving or engaging surface 302, 443 on a base 292, and aretaining strap 294, 450. A fastening tab 304, 447 is provided on thebase 292, 430 and a series of apertures or fastening holes 306, 453 areprovided in the retaining strap 294, 450. Together, the apertures 306,453 selectively cooperate with the tab 304, 447 for a custom fit about aframe member of a bicycle carried thereupon.

The alternative embodiment of FIG. 18 depicts a multi-piece cradle 290,415, exemplarily shown as a two-piece construction. A primary portion ofthe base 292, 430 is constituted by an elastomeric bufferingsemi-flexible component 312 at least partially surrounded by a truncatedV-shaped fortifying, and substantially rigid component 310. As shown,the elastomeric buffering component 312 is made of one-piececonstruction together with the retaining strap 294, 450. The two sidesof the fortifying and substantially rigid cradle components 310 areoriented at an angle with respect to vertical, which also institutes anangle between these fortifying components 310 and a long axis of thecradle 290. Because of this orientation, pulling forces exerted by theretaining strap 294, 450 on a half 436 of the more rigid componentcauses a lower end, which is toed inward, to be biased outward. Thisbiasing of the lower end of one side of the more rigid component causesa binding effect between that component, and in turn the cradle 290, 415and the load carrying portion 254 of the carrying member 250, 409 uponwhich it is located. This is a substantial benefit in that the pullingaction on the retaining strap 294, 450 is usually caused by the load,such as a carried bicycle, B, tending to be dislocated therefrom.Without this binding effect, the cradle 290, 415 is more apt to slideupon the carrying member 250, 409. Still further, the greater the pullon the one side of the rigid component, the greater the binding effectand the better the cradle 290, 415 serves as an anchor for the securedarticle, such as a bicycle, B, to the load carrier arrangement 210, 400.

FIG. 20 represents a load carrier arrangement 400 having a frameassembly 406 that includes two elongate arms 409. As will be appreciatedby those persons skilled in the art, the arrangement illustrated in FIG.20 represents but a portion of a total rack assembly configured to bemounted on a carrying vehicle. Exemplary rack systems into which thearrangement of FIG. 20 can be incorporated are typified in at leastFIGS. 1 and 13 of the present disclosure. In this regard, thearrangement 400 of FIG. 20 should be appreciated as being particularlysuited to rear amount sport rack configurations, and particularly thosethat are mounted as disclosed in FIGS. 1 and 13, as well asconfigurations commonly referred to as hitch-mount racks. In FIG. 20, alongitudinal axis 412 of one of the arms 409 has been shown forreference purposes herein.

A collection of eight bicycle cradles 415 are shown in FIG. 20, andwhich are configured according to the teachings of the present inventionand are consonant with that which has been described with respect toFIG. 18. The cradles 415 of FIG. 20, however, also have additionalunique features which will be discussed in greater detail hereinbelow.As with the previously described cradle embodiments, the cradles 415 arecomposed of a plurality 424 of individual cradle pieces 427 generallycomprise a base 430 configured to receive a load (bicycle, B) thereon,and which is connected with a retaining strap 450 for securing andmaintaining the load in place on the base 430 once installed thereupon,and until intentionally removed. As may be best appreciated from FIG. 1,the “load” exemplified in the present specification takes the form of abicycle, B, having a frame member, F, that includes a portion, C, whichis directly securable in a cradle 415. As before, the retaining strap450 includes a series of fastening holes 453 that cooperate with afastening tab 447 exemplarily extending from the base 430 to form acustom fit securement mechanism 456 for the bicycle, B.

FIG. 22 illustrates one embodiments of a bicycle cradle 415 configuredaccording to the present teachings. The base 430 is depicted as having afirst portion 432 that operatively interacts with a second portion 436for establishing and transitioning between a non-transportingconfiguration 421 (see FIG. 23) and a bicycle transporting configuration418 (see FIG. 24).

FIG. 21 demonstrates an exemplary assemblage procedure between aretaining strap 450 and the actuable second portion 432 of the base 430.In this embodiment, the second portion 436 of the base 430 includes astrap receiving portion 438 established as a strap receiving channel 440that insertibly receives a lower portion of the retaining strap 450.From FIG. 21, it may be readily appreciated that the retaining strap 450includes an aperture 474 therein that in the configuration of FIG. 22has been brought into alignment with an aperture 474 of the secondportion 436. As may be appreciated in FIGS. 22-23, each of the first andsecond portions 432, 436 and the retaining strap 450 each have apertures474 that in an assembled configuration together form a series ofapertures 473 that, as illustrated in FIG. 22, can be sufficientlyaligned to form a through-passage 470 that permits insertion therein ofan elongate arm 409.

The non-transporting configuration 421 and the bicycle transportingconfiguration 418 are respectively cross-sectionally illustrated inFIGS. 25 and 26; views which further aid in an understanding of theoperable features of this embodiment. As depicted, the second portion436 is capable of pivotal operation relative to the first portion 432.This operation is facilitated by the trapped insertion of a bull-noseportion 437 of the second portion 436 in a receiving or trap recess 433in the first portion 432 in the arm-installed configuration. Asillustrated in FIG. 25, the portion of the through-passage 470 formed bythe first portion 432 establishes a substantially conformance fit aboutthe arm 409 that is tight enough to lend stability to the base 430 withrespect to the arm 409, but sufficiently loose to permit easy,non-binding, operator hand reciprocation of the base 430 along suitablelengths of the arm 409 into a desired transport position. In theillustrated embodiment, the snugness of fit of the first-base portion432 is accomplished by the inclusion of a resilient liner 435 in theaperture 474 of that part which fills the moderate clearance spacebetween that portion 432 and an inserted arm 409.

In the non-transporting configuration 421 of the cradle 415 (FIG. 25),the aperture 474 of the second portion 436 through which the arm 409 isinserted also imposes little or no friction therebetween. There may be asnugness of fit as described with respect to the first portion 432, orthe fit may be looser. In either case, the fit of the second portion 436upon the arm 409 in the non-transporting, or relaxed configuration 421,presents only a minimal friction factor that is easily operator overcomefor hand-adjustment of the position of the cradle 415 on the arm 409 asdescribed above.

The aperture 474 of the retaining strap 450 also loosely fits about thearm 409 in the non-transporting configuration 421 to an extent that itlikewise offers little resistance to operator reciprocation of therelaxed cradle 415 along lengthwise portions of the arm 409 before thebicycle transporting configuration 418 of FIG. 26 is instituted. Asdescribed above regarding the purpose of the resilient liner 435, it ispreferable that even in the non-transporting configuration 421, there bea sufficient tightness of the base 430 about the arm 409 to prevent freemovement of the cradle 415 on the carrier 400 under the influence of itsown weight during otherwise normal vehicle travel.

Exemplary operation of the cradle 415 may be best appreciated observingthe transition from the non-transporting configuration 421 of FIG. 23 tothe bicycle transporting configuration 418 of FIG. 24; the sametransition being cross-sectionally illustrated between FIGS. 25 and 26.In the non-transporting configuration 421 (FIGS. 23 and 25) the cradle415 fits snugly on the arm 409, but with a capability for being manuallyreciprocated upon the arm for custom positioning. A load, such as abicycle, B, is thereafter installed upon the cradle's 415 base 430.Exemplary, the portion, C, of the bicycle's frame, F, rests on areceiving surface 443 of the base 430 for anchored securement therein.To accomplish such anchoring, the elastomeric retaining strap 450 ispulled taut about the bicycle frame and secured at the opposite side ofthe cradle 415 at the first portion 432. As may be appreciated from FIG.24, the retaining strap 450 includes a series of fastening holes 453that cooperate with the fastening tab 447 by being hooked thereupon toprovide a custom fit securement mechanism 456.

As may be best appreciated from FIG. 26, the pulling tightness of theretaining strap 450 presses upon the second portion 436 of the base 430causing that portion to transition from the non-transportingconfiguration 421 to the bicycle transporting configuration 418. As aresult, the second portion 436 of the cradle 415 pivots on the bullnose437 in the trap recess 433 of the first portion 432. To accommodate suchpivotation, or partial rotation, the mating surfaces of a nose 437 andrecess 433 are substantially rounded for a conformance fit therebetween.Adjacent the bullnose 437 resides pressing surface 439. As the secondportion 436 is urged into the bicycle transporting configuration 418,the pressing surface 439 is effectively raised or constricted againstthe elongate arm 409. Because the arm 409 is confined by a top portionof the first portion 432 of the base 430 at the opposite side of the arm409 from the pressing surface 439, the movement of the second portion436 into the bicycle transporting configuration 418 causes an affectiveconstriction of the cradle 415 about the arm. As seen in FIGS. 25 and26, the second portion 436 of the cradle 415 pivots into engagement witha flexible stop 434 which acts as a buffer between the portions 432,436.

In this manner, a tight fit of the cradle 415 is instituted upon the arm409. In this regard, and is best appreciated from FIG. 26, the secondportion 436 either singularly, or in combination with cooperatingportions of the cradle 415, can be considered a binding assembly 459because, regarding cradle reciprocation upon the arm 409, a bindingeffect exists in the bicycle transporting configuration 418 whichprevents such relative movement. The binding assembly 459 is constitutedby the several variably configurable cradle portions 461 (exemplarilythe first and second portions 432, 436 of the base 430), and includes abinding portion 463 (exemplarily the pressing surface 439) and a leverportion 466. Utilizing such a lever system, the binding assembly 459embodies a capability for exerting a greater pressing or binding forceagainst the arm 409 at the binding portion 463 than the actuating forcethat is applied upon the lever portion 466. As may be appreciated fromthe illustration of FIG. 26, the binding effect is frictionally based,and therefore not an absolute connection. The tightness of fit is,however, sufficient to prevent easy manual movement of the cradle 415 onthe arm 409, or movement of a loaded cradle being acted upon by theshifting weight of, for instance, an installed bicycle during normaltypes of transporting vehicular travel.

As illustrated, the pressing surface 439 is actually formed as a lowerportion of the aperture 474 in the second portion 436 of the base 430.As demonstrated in at least FIGS. 22 and 25, in the non-transportingconfiguration 421, this aperture 474 in the second portion 436 issubstantially aligned with the other apertures 474 constituting theseries of aperture's 473 through which the elongate arm 409 is inserted.By the movement demonstrated in FIG. 23 from the non-transportingconfiguration 421 to the bicycle transporting configuration 418,pivotation of the second portion 436 takes the aperture 474 of thesecond portion 436 out of alignment with the other apertures 473, andthereby constitutes a misaligned aperture 476. It is by thismisalignment that the binding assembly 459 acts in this illustratedembodiment of the invention.

It should be appreciated that the second portion 436 of FIG. 25 isconfigured slightly differently from that of FIG. 26 with respect toretaining strap reception. In FIG. 25, the second portion 436 is adaptedwith a strap seat 442 that can be configured to minimize, manage orprevent the retaining strap 450 from having contact with the arm 409 inthe bicycle transporting configuration 418 and thereby regulatinginduced friction-drag of the cradle 415 on the arm 409. A specialbenefit, however, has been observed utilizing the configuration of FIG.26 in which the retaining strap 450 is allowed direct contact with thearm 409. When the retaining strap 450 is constructed from an elastomericmaterial such as rubber, a heightened degree of friction is experiencedat a binding surface 451 thereof when the strap 450 is pulled tautagainst the arm 409, as compared to the friction experienced by thehigher durometer (harder) plastic base portion 436. It has been observedthat this heightened degree of friction experienced at the strap 450will cause the strap 450, in the lower region of the base 430, to bearagainst adjacent side surfaces of the second portion 436 duringattempted movements of the cradle 415 on the elongate arm 409 when inthe bicycle transporting configuration 418 (FIG. 26).

It has further been discovered that in these instances of pressingengagement between the elastomeric retaining strap 450 and the harderplastic second portion 436, an enhanced binding effect is experiencedbecause the softer retaining strap 450, having a lower elastic modulusthan the plastic second portion 436, tends to elastically extrude ordeform into the minute gap space(s) between the aperture 474 of the baseportion 436 and the arm 409 at that portion's 436 interface with thestrap 450. In appreciation of this phenomenon, and a desire topotentiate the binding effect achieved thereby, chamfers 441 canoptionally be provided in these areas by beveling the perimeter(s) ofthe aperture(s) 474 in the base portion 436 adjacently facing theretaining strap 450. In this manner, a small circumferential, or atleast partially circumferential gap space is provided for receivingelastically deformed portions of the strap 450 when forces are appliedto the cradle 415 that could otherwise cause unintended displacementupon the arm 409.

The arrangement, configuration and operation of the cradle 415 describedhereinabove contribute to the benefits enjoyed through utilization ofthe presently described invention. As alluded to above, load bearingcradles of the instant type are often constructed from high durometerplastic that is subject to cold-flow creep (a text-book typeillustration of which is provided in FIG. 33). As discussed in thebackground, if a cradle of such construction is installed upon an armwith a continuing reliance on the initial tightness established by thefit of the cradle on the arm, negative results are frequentlyexperienced because all of the cold-flow creep of the plastic, overtime,moves the plastic toward the expanded configuration that is being urgedby the arm's outward pressure on the surrounding cradle. When such creepdoes occur, it normally results in a detrimental loosening of thecradle's tightness of fit about the arm, and a corresponding reductionin the cradle's capability for anchoring the desired load (bicycle) withrespect to the balance of the carrier. Through utilization of the novelconstruction and/or operation of the present invention, such cold-flowcreep, and the associated loosening of a cradle's fit about the carryingarm is minimized, if not prevented.

According to the teachings of the present invention, the cradle 415 istightened on the arm 409 into the bicycle transporting configuration 418(when cold-flow creep will occur) when the cradle 415 is readied for,and experiencing a bicycle, B, installed thereupon. Otherwise, thecradle 415 can be reconfigured into the relaxed, non-transportingconfiguration 421 in which the fit of the cradle 415 upon the arm 409 issufficiently loosened to avoid the instigation of cold-flow creep in theplastic constituting at least a portion of the construction of thecradle 415.

An alternative embodiment of the cradle arrangement 415 is illustratedin FIGS. 27-29 in configurations substantially paralleling those ofFIGS. 22-24. In this embodiment, however, no strap receiving channel 440is provided; instead, the retaining strap 450 is installed exteriorly tothe actuating portion 436 of the base assembly 430 and presses upon anexterior surface thereof for affecting actuation of the cradle 415 intothe bicycle transporting configuration 418.

A still further embodiment is illustrated in FIGS. 30-32 wherein theretaining strap 450 takes the form of elastomeric tubing or cord,preferably of round cross-sectional shape. A trap space or strapreceiving portion 438 is provided in this embodiment for accepting thecord-like strap 450. A binding effect has also been discovered to occurin this embodiment under the action of a force tending to displace sucha cradle 415 when in the bicycle transporting configuration 418. In thiscase, however, the round nature of the cord 450 induces a “rolling”action of the cord under such a displacement force. But because the cord450 is retained in a trap space formed by the actuating portion 436, theattempt at rolling by the cord merely locks its orientation in the trapspace thereby also achieving a binding effect which prevents dislocationof the cradle 415 in the bicycle transporting configuration 418 on thearm 409.

Referring to FIGS. 34-41, an anti-sway arrangement 500 is disclosed thatis utilizable for stabilizing a bicycle B supported upon a cradle 520borne upon an elongate arm 515 of a vehicular mountable load carrier510. FIG. 1 shows an exemplary and well known rear-mount type carrierthat typifies the kind of carrier upon which this anti-sway aspect canbe incorporated. Another well known type of carrier is of thehitch-mount type, an exemplary head of which is shown in FIG. 40.According to the embodiments of FIGS. 34-41, the arm-borne cradle 520has a through-hole located therein, and in which the elongate arm isinsert-received. The cradle is configured to abuttingly receive aportion of a bicycle frame thereupon at a bicycle frame engaging surface522 which can be similar in configuration to those cradles disclosedhereinabove. An anti-sway device 530 is depicted in FIGS. 34-41 as beingconstituted by a substantially Y-shaped body with two upper armsstraddling the cradle 520. The two upper arms are joined together at alower common leg 568, thereof, which constitutes a bicycle engagingportion 568, and which is configured to abuttingly engage the bicycle Bat location distanced from the point of engagement by the cradle.

Each of the two upper arms has an arm engaging portion 532, 532′ thatincludes a releasable clasp that is operator transitionable between aclasping configuration (see FIGS. 34, 35, 37, 39 and 40) in which theanti-sway device 530 is secured to the elongate arm 515 and an openconfiguration (see FIGS. 36, 38 and 41) in which the device isinstallable upon, and removable away from the arm in a directiontransverse to a longitudinal axis 517 of the elongate arm 515. In thismanner, the anti-sway device 530 accommodates its own installation onto,and removal off of the elongate arm 515 of the load carrier 510 withoutrequiring disengagement of the cradle 520 from the elongate arm 515.

Each releasable clasp comprises a pair of two jaws 536 that are movablewith respect to one another, and which are positioned closer to oneanother in the clasping configuration than in the open configuration.

Each pair of two jaws 536 is hinged together thereby accommodatingtransition between the clasping configuration and the openconfiguration.

Furthermore, each pair of two jaws 536 further comprises a hingemechanism 540 that interconnects the two respective jaws, and the hingemechanism enables relative pivotation between the paired jaws.

In at least one embodiment, each of the hinge mechanisms 540 isconstituted by a flexible connector between the respective pair of twojaws 536.

In another exemplary embodiment, each of the hinge mechanisms 540 isconstituted by a piano-hinge 544 formed by adjacently positionedcylindrical portions 538 of each of the two respective jaws. In atypical manner, the adjacently positioned cylindrical portions 538 areinterlaced for enabling pivotation by a hinge pin 546.

Each pair of jaws further comprises a releasable catch 548 locatedsubstantially opposite the respective hinge mechanism 540 for holdingthe pair of two jaws 536 in a secured configuration about the elongatearm 515 of the load carrier 510.

At least one of the pairs of two jaws 536, when in the securedconfiguration, forms a tight fit that resists translational movement ofthe anti-sway device 530 along the elongate arm 515.

Alternatively, and/or complementarily, the two pairs of two jaws, whenin the secured configuration, together with the cradle, establishes abinding fit (which is not necessarily a tight fit) upon the elongate armthat similarly resists translational movement of the cradle andanti-sway device along the elongate arm.

Each releasable catch 548 is constituted by two mating portions 550, oneon each of the pair of two jaws 536, and the mating portions togetherestablish a snap device.

In the illustrated and preferred embodiments, at least one of the twomating portions 550 that constitute the releasable catch 548 is flexibleand has an undercut 556 ramped surface 554 configured for matingengagement with an opposite undercut 560 on the other 558 of the twomating portions. Advantageously, this undercut 560 is also configured inassociation with a ramped surface 559.

In one development or version of the anti-sway arrangement 500, thecradle 520 and the anti-sway device 530 engage one another in atongue-in-groove adaptation 562 at a location radially outward from thecradle. The tongue-in-groove adaptation 562 is configured to accommodateindependent relative rotation of the cradle and the anti-sway deviceabout the long axis 517 of the elongate arm 515.

A tongue 564 of the adaptation 562 extends in a substantially radialdirection from either one of the cradle and the anti-sway device, whilea groove 566 is recessed in a substantially radial direction in theother of the cradle and the anti-sway device.

A releasable and variably adjustable securement strap 575 is used foranchoring a substantially horizontally oriented portion of a bicycle onthe cradle at strap receiving studs 527. A similar strap 575 is alsoemployable for anchoring a substantially upright-oriented portion of thebicycle to the lower common leg, also referred to as the bicycleengaging portion 568 of the anti-sway device 530.

In an alternative embodiment, the invention takes the form of a methodfor providing stabilization to a bicycle B supported upon a cradle 520borne upon an elongate arm 515 of a vehicular mountable load carrier510. The method comprises installing an anti-sway device 530, inassociation with the supported cradle 520, without removing the cradlefrom the elongate arm. In this embodiment, the arrangement includes anarm engaging portion 532 and a bicycle engaging portion 568. The armengaging portion has a clasp that is operator transitionable between anopen configuration in which the device is installable upon the arm froman approach direction transverse to a longitudinal axis of the elongatearm (particularly see FIG. 41), into abutting engagement therewith. Itshould be appreciated that in the present context, a transversedirection includes those directions that are not parallel with thelongitudinal axis 517 of the arm 515.

In a complementary aspect, the method further comprises removing theanti-sway device 530 from the elongate arm 515 without removing thecradle 520 from the arm by releasing the clasp 534 and transitioning thearm engaging portion 532 to the open configuration and moving theanti-sway device 530 away from the arm 515 in a departure directiontransverse to the longitudinal axis of the elongate arm.

It should be appreciated that in an alternative embodiment, theanti-sway device 530 may have only a single arm engaging portion 532.There may be a second arm, but which is adapted to merely abut the arm515, but which does not have a clasp 534 arrangement at the distal endthereof.

It should be further appreciated that other cradle configurations may beemployed in the anti-sway arrangement 500 without departing from thescope of these inventive concepts. For example, the cradles of FIGS. 4,17, 18 and 21-32 can be inventively utilized in the combination.

Although the inventions have been described in connection with preferredembodiments thereof, it will be appreciated by those skilled in the artthat additions, modifications, substitutions and deletions notspecifically described may be made without departing from the spirit andscope of the invention as defined in the appended claims.

Bicycle carriers adapted to be mounted on carrying vehicles have beendisclosed and their components described herein. These and othervariations, which will be appreciated by those skilled in the art, arewithin the intended scope of the patented claims. As previously stated,detailed embodiments of the present inventions are disclosed herein;however, it is to be understood that the disclosed embodiments aremerely exemplary of the inventions that may be embodied in variousforms.

1. An anti-sway device for stabilizing a bicycle supported upon a cradleborne upon an elongate arm of a vehicular mountable load carrier, saiddevice comprising: an arm engaging portion and a bicycle engagingportion configured to abuttingly engage a tube of said bicycle, said armengaging portion having a releasable clasp that is operatortransitionable between a clasping configuration in which the device issecured to an elongate arm of a vehicular mountable load carrier and anopen configuration in which the device is installable upon and removableaway from the arm in a direction transverse to a longitudinal axis ofthe elongate arm, and wherein the bicycle engaging portion is concaveshaped to receive the tube of the bicycle.
 2. The device as recited inclaim 1, wherein said releasable clasp further comprises two jawsmovable with respect to one another and which are positioned closer toone another in the clasping configuration than in the openconfiguration.
 3. The device as recited in claim 2, wherein said twojaws are hinged together thereby accommodating transition between theclasping configuration and the open configuration.
 4. The device asrecited in claim 3, further comprising a hinge mechanism interconnectingsaid two jaws and said hinge mechanism enabling relative pivotationbetween said two jaws.
 5. The device as recited in claim 4, wherein saidhinge mechanism is constituted by a flexible connector between said twojaws.
 6. The device as recited in claim 4, wherein said hinge mechanismis constituted by a piano-hinge formed by adjacently positionedcylindrical portions of each of said two jaws that are interlaced by ahinge pin.
 7. The device as recited in claim 4, further comprising areleasable catch located substantially opposite said hinge mechanism forholding said two jaws in a secured configuration about an elongate armof a vehicular mountable load carrier.
 8. The device as recited in claim7, wherein said releasable catch is constituted by two mating portions,one on each of said two jaws, and said mating portions togetherconstituting a snap device.
 9. The device as recited in claim 8, whereinat least one of said two mating portions constituting said releasablecatch is flexible and has an undercut ramped surface configured formating engagement with an opposite undercut on the other of the twomating portions.
 10. The device as recited in claim 1, furthercomprising a second arm engaging portion interconnected with saidbicycle engaging portion, said second arm engaging portion having asecond releasable clasp that is operator transitionable between aclasping configuration in which the second arm engaging portion issecured to the elongate arm of the vehicular mountable load carrier andan open configuration in which the second arm engaging portion isinstallable upon and removable away from the arm in a directiontransverse to a longitudinal axis of the elongate arm, and whereby saidanti-sway device is configured to accommodate installation onto, andremoval off of, the elongate arm of the load carrier about an associatedcradle without disengagement of the cradle from the elongate arm.
 11. Ananti-sway arrangement for stabilizing a bicycle supported upon a cradleborne upon an elongate arm of a vehicular mountable load carrier, saidarrangement comprising: a cradle borne upon an elongate arm of avehicular mountable load carrier, said elongate arm beinginsert-received in a through-hole located in the cradle and said cradlebeing configured to abuttingly receive a portion of a bicycle framethereupon; an anti-sway device having a substantially Y-shape with twoupper arms straddling said cradle, and said two upper arms being joinedtogether at a lower common leg thereof; and each of said two upper armshaving an arm engaging portion having a releasable clasp that isoperator transitionable between a clasping configuration in which theanti-sway device is secured to the elongate arm and an openconfiguration in which the device is installable upon and removable awayfrom the arm in a direction transverse to a longitudinal axis of theelongate arm and whereby said anti-sway device accommodates installationonto, and removal off of, the elongate arm of the load carrier withoutdisengagement of the cradle from the elongate arm.
 12. The arrangementas recited in claim 11, wherein each releasable clasp further comprisesa pair of two jaws movable with respect to one another and which arepositioned closer to one another in the clasping configuration than inthe open configuration.
 13. The arrangement as recited in claim 12,wherein each pair of two jaws is hinged together thereby accommodatingtransition between the clasping configuration and the openconfiguration.
 14. The arrangement as recited in claim 13, wherein eachpair of two jaws further comprises a hinge mechanism interconnectingsaid pair of two jaws and said hinge mechanism enabling relativepivotation between said pair of two jaws.
 15. The arrangement as recitedin claim 14, wherein each of said hinge mechanisms is constituted by aflexible connector between the respective pair of two jaws.
 16. Thearrangement as recited in claim 14, wherein each of said hingemechanisms is constituted by a piano-hinge formed by adjacentlypositioned cylindrical portions of each of the respective pair of twojaws, said adjacently positioned cylindrical portions being interlacedby a hinge pin.
 17. The arrangement as recited in claim 14, wherein eachpair of two jaws further comprises a releasable catch locatedsubstantially opposite said respective hinge mechanism for holding saidpair of two jaws in a secured configuration about the elongate arm ofthe vehicular mountable load carrier.
 18. The arrangement as recited inclaim 12, wherein at least one of the pairs of two jaws, when in thesecured configuration, forms a tight fit that resists translationalmovement of said anti-sway device along the elongate arm.
 19. Thearrangement as recited in claim 12, wherein at least one of the pairs oftwo jaws, when in the secured configuration, together with said cradle,establishes a binding fit upon the elongate arm that resiststranslational movement of said cradle and anti-sway device along theelongate arm.
 20. The arrangement as recited in claim 11, wherein eachreleasable catch is constituted by two mating portions, one on each ofsaid pair of two jaws, and said mating portions together constituting asnap device. 21-27. (canceled)
 28. The device as recited in claim 1,wherein the releasable clasp opens on the top portion of the armengaging portion.